REGIONAL RAPID RAIL Upper North Island Passenger Network - Greater Auckland
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REGIONAL RAPID RAIL
Upper North Island Passenger Network
© Chris Gin
WWW.GREATERAUCKLAND.ORG.NZ
CONTENTS
Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Executive Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Next Steps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
What is Regional Rapid Rail? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Regional Rapid Rail Stages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Stage 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Integration With Freight and Urban Public Transport Networks . . . . . . . . . . . . . 39
Regional Development and Liveable Towns – Not Just a Rapid Train . . . . . . . . . 43
Frameworks for Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Conclusion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Frequently Asked Questions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Appendix – Stage 1 Operating Plan and Cost Data . . . . . . . . . . . . . . . . . . . . . . . . . 52
Appendix – Stage 2 Operating Plan and Cost Data. . . . . . . . . . . . . . . . . . . . . . . . . 56
Appendix – Stage 3 Operating Plan and Cost Data. . . . . . . . . . . . . . . . . . . . . . . . . 61
Written and developed by Greater Auckland with grateful assistance from many others
Principal authors: Harriet Gale and Nicolas Reid
Layout and document design: Cornelius Blank
© 2017 Greater Auckland Incorporated Society | www.greaterauckland.org
3 | REGIONAL RAPID RAIL
EXECUTIVE SUMMARY
Greater Auckland is proud to present our of Auckland, Hamilton and Tauranga, and extend the
benefits of growth and development of the main centres
proposal for Regional Rapid Rail – an Upper to their nearby towns and villages. This will provide
North Island Passenger Network. fast and reliable travel options to regular commuters,
business travellers, shoppers, students, local visitors and
The “Golden Triangle” of Auckland, Waikato and the international tourists alike.
Bay of Plenty now make up over 50% of New Zealand’s
population, and are expected to account for over 70% of However, Regional Rapid Rail isn’t just a scheme for
New Zealand’s growth in the future. If we fail to provide the commuter trains on the trunk line. It is an integrated
necessary infrastructure, we will miss out on many of the regional economic development plan for the Upper
benefits from this coming growth. North Island, based on fast and regular intercity train
connections between the cities and towns of Auckland, the
We need to provide a step change in intercity transit to Waikato and the Bay of Plenty.
leverage this growth proactively, rather than reactively
waiting for it to congest the Waikato Expressway and The proposal has four pillars for success:
Auckland’s Southern Motorway. With the Waikato • Using the right technology to achieve speed and
Expressway almost complete, what is missing is the performance affordably
maximisation of the complementary rail corridors. Regional
Rapid Rail is a three-stage proposal to upgrade the existing • Leveraging existing infrastructure
trunk rail corridors for higher speed intercity trains. • Providing a frequent, reliable and regular service
for all trip types
The strategic goals of Regional Rapid Rail are to:
• Integration with land use and development plans
• Connect major employment and population centres
• Deliver a fast and competitive rail service Three stages are proposed for Regional Rapid Rail, for
successive investment and development over time.
• Provide a regular and frequent rail service
• Make complementary improvements to the rail freight The first stage is an interim, to be set up quickly and
network inexpensively using existing trains running on the current
• Assist the creation of affordable housing supply network. It is intended to build patronage and show the
viability of regional intercity rail in the short term while
• Link regional transportation to well-planned subsequent stages are being procured.
communities with good urban outcomes
• Integrate directly with local public transport, walking and The second stage represents an investment in new higher
cycling networks speed tilting trains and network upgrades to create a truly
regional network of rapid trains on three lines between
• Reduce road traffic injury and deaths Auckland and Hamilton, Tauranga and Te Kuiti respectively.
• Ensure value for money for taxpayer investment
The third stage expands this network, extending the
Regional Rapid Rail will revitalise the existing rail network lines across the Waikato and Bay of Plenty to Rotorua,
using modern technology tilting trains travelling up to Cambridge and Te Puke. This stage further improves
160km/h on upgraded tracks. This will allow for much train speeds and journey times through infrastructure
faster trains, providing quick and reliable journeys that developments and upgrades, creating a true higher speed
are faster than driving and skip the traffic completely. network for the Upper North Island.
This revitalised network will stitch together the economy
4 | REGIONAL RAPID RAIL
STAGE 1
A1 A2 A3 A4 A5 A6 A7 A8 A9 A10
Interim network B1
Britomart
C1
Newmarket
Ellerslie
Three trains, existing Hamilton to Auckland in approximately
Otahuhu
D1
Papakura
96-seater Silver Fern units. 2 hours 15 minutes E1
Pukekohe
Tuakau
Pokeno
Te Kauwhata
Auckland to Tauranga in approximately F1
Huntly
Two peak and three 3 hours 30 minutes G1
Ngaruawahia
interpeak services
Te Rapa
Hamilton Tauranga
Frankton Morrinsville Waharoa Central
each way on weekdays, Eight new stations – basic but fit for purpose
H1
reduced weekend service. I1
Potentially 350,000 passengers / year
One return service per J1
day to Tauranga. Estimated Capital cost: $10m K1
L1
Estimated Subsidy: $2m / year for five years
M1
W Waikato line Southern line (Auckland suburban)
B Bay of Plenty line Other rapid transit connections
K King Country line Daily or twice-daily serivce only Regional Rapid Rail
G Geyserland line International airport
A regional network of rapid intercity rail lines to connect the peoples and economies of the upper North Island.
Developed by Greater Auckland.
STAGE 2
A1 A2 A3 A4 A5 A6 A7 A8 A9 A10
Investment in Efficiency and Performance B1
Auckland
Central
C1
Aotea Manukau
Newmarket
Seventeen higher speed Hamilton to Auckland in approximately Ellerslie Puhinui
D1
Auckland Airport
dual mode diesel and 1 hour 30 minutes
Papakura
Pukekohe
Tuakau
electric tilt trains, 300
E1
Pokeno
Auckland to Tauranga in approximately
Te Kauwhata
seated passengers per train. F1
Huntly
2 hours 30 minutes G1
Ngaruawahia
Te Rapa
Hamilton Tauranga
Central Morrinsville Waharoa Central
Three lines with regular New stations and network-wide track H1
service between Auckland improvements I1
Te Awamutu
and Hamilton, Tauranga Otorohanga
Potentially 3.5m passengers per year
J1
and Te Kuiti. K1
Waitomo
Estimated Capital cost: $400m L1
Te Kuiti
Estimated Operating Subsidy: $0 M1
To Palmerston North
and Wellington
W Waikato line Southern line (Auckland suburban)
B Bay of Plenty line Other rapid transit connections
K King Country line Daily or twice-daily serivce only Regional Rapid Rail
G Geyserland line International airport
A regional network of rapid intercity rail lines to connect the peoples and economies of the upper North Island.
Developed by Greater Auckland.
STAGE 3
A1 A2 A3 A4 A5 A6 A7 A8 A9 A10
Future Expansion and Extension B1
Auckland
Central
C1
Aotea Manukau
Thirty-two higher speed Hamilton to Auckland approximately
Newmarket
Puhinui
Ellerslie
D1
Auckland Airport
dual mode diesel and 1 hour 10 minutes
Papakura
Pukekohe
Tuakau
electric tilt trains, 300
E1
Pokeno
Te Kauwhata
Auckland to Tauranga in approximately
seated passengers per train.
F1
Huntly
2 hours G1
Ngaruawahia
Te Rapa
Hamilton Tauranga
Central Morrinsville Waharoa Central
Four lines with a regular, Regional signalling upgrade and Bombay
H1
Papamoa Beach
Matangi Matamata Te Puke
frequent service between deviation tunnel I1
Te Awamutu
Cambridge Tirau
Auckland and Cambridge,
Putaruru
J1 Otorohanga
Rotorua
Potentially 6m passengers per year
Rotorua, Te Puke and K1
Waitomo
Te Kuiti, via Hamilton Estimated Capital cost: $1.45b L1
Te Kuiti
and Auckland.
Estimated Operating profit: $10m+ per year
M1
To Palmerston North
and Wellington
W Waikato line Southern line (Auckland suburban)
B Bay of Plenty line Other rapid transit connections
K King Country line Daily or twice-daily serivce only Regional Rapid Rail
G Geyserland line International airport
A regional network of rapid intercity rail lines to connect the peoples and economies of the upper North Island.
Developed by Greater Auckland.
5 | REGIONAL RAPID RAIL THE “GOLDEN TRIANGLE” The following is a schematic showing the Stage 3 network overlaid on a population density map of the Upper North Island. At this stage, more than half of the population and economy of New Zealand would be served by the Regional Rapid Rail Network.
6 | REGIONAL RAPID RAIL
NEXT STEPS
Government, NZTA Auckland Council, Waikato &
and KiwiRail Auckland Transport Bay of Plenty Councils
& CRL Limited
Identify NZTA or KiwiRail as the lead Ensure planned re-development of Work with the relevant entity and
entity for developing Regional Rapid Britomart, Otahuhu, and Puhinui new Urban Development Authority
Rail (RRR) stations are suitable for frequent, to progress land use planning and
long distance passenger services re-development potential near
Provide sufficient funding for the future stations.
Government Policy Statement and/or Contribute where required to
Crown grant to the relevant entity funding and delivery of the ATAP Provide local infrastructure and
Rail Development Programme service upgrades to maximise
Create an Urban Development initiatives (e.g. level crossing access to stations (e.g. feeder
Authority to work with councils removals, station upgrades, etc.) buses, walking/cycling connections,
in progressing re-development integrated ticketing, park/kiss & ride)
plans near planned stations and in
proximity to the corridor
Start route protection on the
identified realignments so available
for the future stages
7 | REGIONAL RAPID RAIL
INTRODUCTION
Greater Auckland is proud to present our proposal for
Regional Rapid Rail – an Upper North Island Passenger Network.
In July 2013, we launched the original The “Golden Triangle” of Auckland, Waikato
Congestion Free Network to much success. and the Bay of Plenty now make up over
The core of that original proposal now makes 50% of New Zealand’s population, and are
up most of the strategic public transport expected to account for over 70% of New
network proposed in the Auckland Transport Zealand’s growth in the future. We need to
Alignment Project. The debate is now not provide a step change in intercity transit
if to build a Congestion Free Network in to leverage this growth proactively, rather
Auckland, but when. than reactively waiting for it to congest the
Waikato Expressway and Auckland’s Southern
In April 2017 we released the Congestion Free Motorway. If we fail to provide the necessary
Network 2.0. This reflects the great changes infrastructure, we will miss out on many of the
since 2013, such as the funding of the City benefits from this coming growth.
Rail Link (CRL), the Urban Cycleways Fund, the
beginning of the New Network, the passing We have the opportunity to create a well-
of the Auckland Unitary Plan, the Auckland planned, integrated Upper North Island
Transport Alignment Project (ATAP), and transport system– one that is able to deliver
Auckland Transport’s investigations into Light strong economic and social outcomes,
Rail. The focus was to update the Congestion including regional development, not just for
Free Network to reflect these advances, as the area but for New Zealand as a whole.
well as well push for an even better network
faster than the current plans. The Congestion
Free Network 2.0 was future-proofed in
anticipation of future regional rail links
between the Waikato and Auckland.
8 | REGIONAL RAPID RAIL
OBJECTIVES: WHY RAPID RAIL, WHY NOW?
The following ten principles are the main 5 Assist the creation of affordable
objectives and design goals of the Regional housing supply that is well connected
Rapid Rail network: by congestion-free transit. Use transit
focussed residential development to
1 Connect major employment and catalyse the local economies of northern
population centres, including central Waikato towns, which face potential
business districts, growing metropolitan economic decline by being bypassed by
areas, employment areas and satellite the new Waikato Expressway.
towns in the Upper North Island.
6 Link regional transportation to well-
2 Deliver a fast and competitive rail planned communities with good urban
service with a target travel time of 90 outcomes. This should not just be a rapid
minutes from Hamilton to Auckland train network but the means to create
and under 2 ½ hours from Tauranga to vibrant, livable towns and cities that are
Auckland. The emphasis is on quality economically and socially sustainable.
of time and maintaining consistent and
reliable speeds. 7 Integrate directly with local public
transport, walking and cycling networks,
3 Provide a regular and frequent rail such as the Congestion Free Network 2.0,
service, scheduled to suit a range of to maximise coverage and usefulness.
travel times and trip purposes, serving
commuters, tourists, students and 8 Deliver environmental benefits by
residents alike. limiting growth of long range traffic
and reducing pollution and CO2
4 Make complementary improvements emissions, assisting New Zealand to
to the rail freight network. All meet its commitments under the Paris
upgrades should, at the least, not Agreement.
disturb KiwiRail’s ability to move freight
now or in the future. Passenger rail 9 Reduce road traffic injury and deaths, to
network upgrades should also seek assist New Zealand in reaching Vision Zero.
complementary improvments that also
enhance the efficiency and capacity of 10 Ensure value for money for taxpayer
the Kiwirail rail freight network. investment by optimising investment in
infrastructure where it is most effective,
regardless of mode.
9 | REGIONAL RAPID RAIL
THE UPPER NORTH ISLAND
OPPORTUNITY
The Upper North Island is made up of the Northland,
Auckland, Waikato, and Bay of Plenty regions. The focus of
this report, however, is mainly around the Golden Triangle
of Auckland – Hamilton – Tauranga.
Half of all New Zealanders live in the Auckland, Waikato, or
Bay of Plenty regions, and in the last 20 years, 68% of New
Figure 1 - Population Growth of NZ’s Major Regions.
Zealand’s growth has been in these three regions.1 These
Statistics New Zealand, May 2015
trends are expected to continue. In the next 30 years 70% of
total population growth and 72% of working age population
growth will be in Auckland, Waikato, or the Bay of Plenty.
By 2043 the Golden Triangle regions will be home to
3.2 million people, 55% of New Zealand’s population.
Auckland’s population will be three times that of
Canterbury, the second largest region. Auckland will be five
times larger than the Christchurch or Wellington urban areas,
and Hamilton and Tauranga (which are already the fourth
and fifth largest cities in New Zealand) will continue to grow.
Increasingly, New Zealand’s success will depend on the
Golden Triangle regions.
Figure 2: Population projections 2013 to 2043.
Large cities are already the engine
room of the New Zealand economy,
and will continue to do so in the
future. Major cities like Auckland,
Hamilton and Tauranga tend to attract
a younger population than other parts
of New Zealand, with young people
moving there for education and
employment.2 Although cities are not
immune from an “ageing population”,
they will be insulated from its effects
due to higher birth rates and migration.
The housing crisis in Auckland has
created spillover pressure on the Bay
of Plenty and Waikato regions, as some
Aucklanders locked out of affordable
housing seek housing options in
Hamilton, Tauranga and towns in the
northern Waikato.
Figure 3 - Change in 20-34-Year-Olds in NZ by Area (2001-2013)
1. 2016 subnational population estimates, Stats NZ
2. Mapping the young(ish) adults, Aaron Schiff - http://schiff.co.nz/2014/10/mapping-the-youngish-adults/
10 | REGIONAL RAPID RAIL
In short, the Golden Triangle regions are the fastest
growing in the country, making up most of New Zealand’s
future working age population growth, as well as total
population growth. They are already home to half of
all New Zealanders, with growth especially high in the
cities of Auckland, Hamilton and Tauranga. The housing
crisis, as well as job opportunities in Auckland, means
it is vital to better link these regions: connecting people
to opportunities such as jobs and education, as well as
opening up further housing options.
We need to provide
a step change for passenger
transportation between
Tauranga – Hamilton – Auckland.
NEW ZEALAND’S RANDSTAD?
The Randstad is an area in the Netherlands made up of Could the Golden Triangle be New Zealand’s Randstad?
multiple major cities including Amsterdam, Rotterdam Regional Rapid Rail would create a similar model for the
and Utrecht, as well as smaller towns and villages, all Golden Triangle, enabling an interconnected network
interconnected by a network of rapid and frequent train of highly livable and economically prosperous cities and
lines. The Randstad is remarkable in that it functions as a towns. Each would retain its own character and charms,
single metropolis rather than a collection of nearby cities. yet be highly accessible to each to other due strong rapid
Because of the fast transit connectivity linking the urban transport connections.
areas of the Randstad, people can live, work and play
almost anywhere across south Holland. The Golden Triangle covers a slightly larger area than
the Randstad, and it has only one-third the population.
Nonetheless, the model of an interconnected network
of similar sized cities functioning together as a regional
economy holds true. The Randstad's condition is one of a
number of towns and cities of similar scale; not England
or France's model of a primary city with satellites. While
Auckland is still highly likely to be dominant in the Upper
North Island, the centres of Hamilton and Tauranga and
the smaller towns provide a counterweight.
The aspiration of Regional Rapid Rail is not for the cities
and towns of the Waikato and Bay of Plenty, to simply
become satellites of Auckland, but for all urban areas
to contribute to one integrated economy, and be great
liveable places as well.11 | REGIONAL RAPID RAIL
RAPID INTERCITY RAIL – THE MISSING MODE
The Expressway is almost complete, However, it is clear that most of these benefits will only
now what? exist as long as the expressway remains free flowing and
uncongested by commuter traffic. Given the spill over
The Waikato Expressway Road of National Significance is housing pressures of the main centres and demand for
well underway, with some sections already complete and suburban development in the north Waikato, additional
with the remaining sections all due to be completed by traffic and congestion is a certainty unless something else
2020. Once finished, the Expressway will form a continuous is done too.
four-lane dual carriageway, stretching 101 kilometres from
the Bombay Hills to beyond Cambridge, bypassing many With the Waikato Expressway almost complete, what is
towns such as Huntly, Ngaruawahia and Cambridge.3 missing is the maximisation of the complementary rail
corridors: the North Island Main Trunk (NIMT) and East
NZTA says that the Waikato Expressway will: Coast Main Trunk (ECMT).
• Reduce travel times between Auckland and Tirau by At present, KiwiRail runs multiple freight trains per day and
35 minutes. intends to grow this network. In addition to this, a tourist-
focused passenger service runs between Auckland and
• Significantly reduce the number of fatal and serious Wellington, with the train running to Wellington one day
injury crashes. and returning the next. Both of these current uses of the
trunk lines would be improved by Regional Rapid Rail.
• Increase the highway's capacity and passing
opportunities. The NIMT is mostly double tracked, partially electrified
and in reasonable condition as a main line. The ECMT is
• Reduce traffic congestion within smaller communities generally single track, however recent upgrades, including
like Huntly, Ngaruawahia and Cambridge. two new passing loops as well as the extension of three
other passing loops in 2012, have increased capacity
• Reduce fuel costs route and contribute to economic significantly.4 This corridor is not being used to its full
growth. potential, and further improvements are an obvious means
to leverage value from the existing infrastructure.
3. Waikato Expressway, http://www.nzta.govt.nz/projects/waikato-expressway/
4. Further investment in busy rail line between Hamilton and Tauranga,
http://www.kiwirail.co.nz/news/140/129/Further-investment-in-busy-rail-line-between-Hamilton-and-Tauranga.html12 | REGIONAL RAPID RAIL
Other Modes Considered True High-Speed Rail was also considered, of the kind used
in Europe and Asia with speeds in excess of 300km/h. This
Bus- and coach-based options were considered. At was considered infeasible in the near future and was not
present, many intercity bus services operate across the taken forward as an option for the following reasons:
Upper North Island, but we have not considered them for
significant father investment. This is because they do not • The extreme cost would be prohibitive, requiring new
provide a step change to passenger travel times, as any tracks and a corridor built mostly in tunnel or viaduct,
service would be caught on the congested road network due to the need for very broad curves and shallow
in Auckland, and increasingly in the Waikato and Bay of grades to achieve true high-speed running.
Plenty. Without fast and reliable travel, bus based system
are unlikely to deliver the integrated development of the • The benefits would only accrue to passenger services
Waikato towns between Hamilton and Auckland. and would not result in a step change for KiwiRail’s
freight business.
The provision of a step change in bus performance would
require an Auckland Southern Busway, and bus priority • A rapid regional rail system serving towns and villages is
lanes on the Waikato Expressway. We consider this a better fit with the project objectives, as a high-speed
significant investment and impact on traffic operations rail network that would bypass local areas and only serve
to be uneconomical, compared to utilising the existing the main centres.
NIMT rail line which already runs through the corridor
and has capacity available. Also, as demonstrated by While inter-regional rail services existed for much of the
the recent SH16 upgrade within Auckland, bus shoulder 20th century, nearly all of these services were either
lanes on highways do not deliver espeically high quality cancelled, tied in with the suburban networks, or replaced
outcomes due to their conflict with traffic at on and off with tourist-focused services in the 1990s and early 2000s.
ramps. Furthermore this would not provide the same The Hamilton to Auckland service was cancelled in 2001, as
close interface with existing communities and future Tranz Rail could not raise the $400,000 subsidy required to
development as could be done using the rail network and maintain operations of the basic network that was running
town centre railway stations. at that time.13 | REGIONAL RAPID RAIL
LEARNINGS FROM RECENT PROPOSALS
FOR WAIKATO INTER-CITY RAIL
The Paling Report (2006) Hamilton – Auckland Passenger Rail Service
Scoping Report (2011)
The Hamilton – Auckland Rail Feasibility Study5, known as
the Paling Report, was completed in 2006. The Hamilton – Auckland Passenger Rail Service Report
was commissioned by Environment Waikato and was
This proposed a single weekday return service that completed in 2011.8 This was complemented by other
would stop at Hamilton South, Hamilton North, Huntly, reports such as the Hamilton – Auckland Passenger Rail
Ngaruawahia, Te Kauwhata, Pukekohe, Papakura, Service Scoping Report 9 and Passenger Rail Service Market
Manurewa, Newmarket and Britomart; with a service Research Results10.
from Hamilton to Auckland at 6:30am and returning from
Auckland at 5:30pm. The service was proposed to be trialled for two years and
would have cost $2.99m including capital expenditure
The report postulated that the service would cost $18.6m and operating subsidy. The service would use a single
in capital expenditure, with annual operating costs of Silver Fern DMU train stopping at Frankton, The Base,
$2.3m and a Benefit Cost Ratio (BCR) of approximately Huntly, Te Kauwhata, Tuakau, Papatoetoe, The Strand and
1.0. Due to all suitable trains being leased at the time6, Newmarket, with the train making one peak and one off-
the report had a cost of $12.6m for new carriages and peak return service per day.
locomotives. The report also budgeted for two locomotives
per train as Britomart does not allow the changing of ends. In summary, this series of reports found a Waikato –
Auckland passenger service had high strategic fit, being
The report also noted that ARTA said they could not consistent with national transportation policy goals, and
provide peak paths on the Auckland network until 2009. was economically viable, with benefit-cost ratio of 1.5
under the NZTA Economic Evaluation Manual, and 2.5 under
The report recommended that further discussions with the KiwiRail manual.
stakeholders should take place, and if successful move
onto the next stage of the business case. Furthermore, the market survey showed 91% support
among the general public and almost as high support
Waikato – Auckland Passenger Rail Service among Waikato ratepayers. It also identified that the
Preliminary Business Case (2009) primary intention for passengers was to use it for social
purposes, such as visiting friends, going to events or
The Waikato – Auckland Passenger Rail Service Preliminary shopping, as opposed to commuting for work. This
Business Case7 built on the Paling Report of 2006, however research also identified that the average acceptable fare
it proposed using the Silver Ferns as opposed to new would be around $36 return for the full trip.
rolling stock as these had become available by that point.
The operating cost of service was estimated at $1.87m pa While worthwhile, two major challenges were identified:
with a BCR of 1.9.
1. planning the service across many local and central
The report recommended prompt action due to the
government authorities and having those authorities agree;
ability to secure the Silver Fern train sets. The authors
noted, however, that ARTA could not provide peak access
2. Not being able to use Britomart or Newmarket as a
to Britomart due to the desire to implement improved
terminal, and concerns for operations north of Homai
frequencies on the Auckland network.
without a third main track, due to objections from
Auckland Transport. This was owing to anticipated
5. Paling Report 2006, http://s3.amazonaws.com/zanran_storage/www.ew.govt. capacity constraints on the network and the lack of
nz/ContentPages/2493312.pdf
6. the Silver Ferns, all other DMUs and all SA carriages were being used in expansion plans at that time.
Auckland suburban operations at the time. They have since been replaced by
new EMUs and are now largely unused, being in charter service or storage.
7. Waikato – Auckland Passenger Rail Service Preliminary Business Case Nonetheless, the report reiterated the positive economic
2009, http://www.bettertransport.org.nz/wp-content/uploads/2010/04/
WaikatoRailBusinessCase.pdf evaluation and concluded with a recommendation to move
8. Hamilton – Auckland Passenger Rail Service Report 2011, https://www.
waikatoregion.govt.nz/assets/PageFiles/18093/Final%20recommendations%20
forward to next stage.
report.pdf
9. Hamilton – Auckland Passenger Rail Service Scoping Report 2011, https://
www.waikatoregion.govt.nz/assets/PageFiles/18093/hamilton-auckland%20
report%2012%20jan%2011.pdf
10. Passenger Rail Service Market Research Results 2010, Page 7, https://www.
waikatoregion.govt.nz/assets/PageFiles/18093/1794762RailSurvey.PDF14 | REGIONAL RAPID RAIL
Usage Occasions
Figure 4 - Usage Occasions, Page 16, Figure 5 - Timetable, Auckland Passenger Rail Service Report 2011 Page 17
https://www.waikatoregion.govt.nz/assets/PageFiles/18093/1794762RailSurvey.PDF
SUMMARY OF LESSONS LEARNED
FROM PREVIOUS STUDIES
The main lessons learned from the previous reports are: • Capacity constraints on the Auckland network and
impacts on suburban rail services are a concern, any
• A Hamilton – Auckland rail service has been found new service would need to work around this constraint.
feasible on multiple occasions over the last decade, with
positive economic evaluations showing benefit-cost • The use of at least two of the Silver Ferns is feasible and
raitios greater than 1.0. The economic case would likely affordable;
be stronger now, with greater population and greater
traffic congestion issues. • Market research shows that only a small proportion
of potential users would use the service for regular
• Fares in the range of $15-$20 between Hamilton and commuting. While work commuters would travel more
Auckland, or vice versa, would be acceptable, allowing regularly, many more people would use the service
for a commercially viable service. occasionally for shopping, entertainment and family
reasons.11 Therefore, the service plan needs to provide a
• Progressing this project at a local government level will range of departures across the day and the week to suit
be difficult due to the many councils involved, each with a wide variety of trips, as well as serving commuters well.
different expectations and priorities. Therefore, any
Regional Rapid Rail Proposal should be led by central
government.
11. This is not to ignore the importance of regular commuters to the customer base: one daily commuter would
use the service ten times a week, every week, providing a regular stream of patronage and revenue.15 | REGIONAL RAPID RAIL
WHAT IS REGIONAL RAPID RAIL?
Regional Rapid Rail isn’t just a scheme for commuter trains on the trunk line. It is an
integrated regional economic development plan for the Upper North Island, based on
fast and regular intercity train connections between the cities and towns of Auckland, the
Waikato and the Bay of Plenty.
Regional Rapid Rail will revitalise the existing rail
network using modern technology trains and upgraded
tracks. This will allow for much faster trains, providing
quick and reliable journeys that are faster than driving
and skip the traffic completely. This revitalised network
will stitch together the economy of Auckland, Hamilton
and Tauranga, and extend the benefits of growth and
development of the main centres to their nearby towns
and villages. This will provide fast and reliable travel
options to regular commuters, business travellers,
shoppers, students, local visitors and international
tourists alike.
The Regional Rapid Rail project has four pillars for success:
1 2 3 4
— — — —
Using the right technology Leveraging existing Providing a frequent, Integration with land use
for affordable speed and infrastructure: The project reliable and regular service and development plans:
performance: Tilting trains uses existing rail corridors for all trip types: For each Transport, housing and
run fast on the straights and infrastructure rather trip taken to get to work, business development are
and keep the speed up than building new and two more trips are taken for inextricably linked. Town
through curves for much expensive routes. The other reasons like, school, centre train stations will
shorter journey times. Dual- existing rail network has shopping, healthcare, be a hub of activity and
mode power systems run some capacity left, and family, friends and fun. The development, revitalising
on cheap, clean electricity proposed upgrades and plan acknowledges this by the towns of the Waikato
where overhead lines exist, extensions will provide proposing a wide network and Bay of Plenty, and
but use onboard diesel plenty more. of regular departures, all allowing people wanting the
power to carry on where day, seven day a week to small-town lifestyle to still
there aren’t any. support a robust and varied access the jobs and services
economy. of the big cities.16 | REGIONAL RAPID RAIL
RailPictures.net © Georg Trüb
TECHNOLOGY FOR AFFORDABLE
HIGHER SPEED RAIL IN NEW ZEALAND
Investment in the right rail technologies is fundamental to unlocking the latent capacity
in the existing network, and is key to delivering higher speed Regional Rapid Rail without
incurring excessive costs.
Tilt Train Technology Tilting trains are an alternative way to overcome
this limitation, and allow considerably improved
A tilting train is a train that is designed to tilt into a curve cornering speeds on existing mainline tracks. They
to allow it to corner better at higher speeds. The main use electromechanical systems to tilt the cabin of the
reason that conventional trains are required to slow down train against the cornering forces. Much like aircraft or
for curves is for the comfort of passengers, the safety of motorcycles, they lean into the turns to compensate for the
crew onboard, and the stability of luggage, objects and lateral forces created by cornering at higher speeds.
equipment. The limit at which a speeding train would derail
on a tight corner is far beyond the level where people This allows tilting trains to corner at considerably higher
inside the cabin would experience uncomfortably strong speeds on winding mainline tracks, like the main lines
lateral forces. of Auckland, the Waikato and Bay of Plenty. While the
maximum speed may not be exceptionally high, experience
New high-speed railways are built with very long curves overseas indicates that maintaining higher speeds through
with highly banked corners to avoid this problem and allow curves can have a very significant impact on total travel
cornering at high speeds. However, to achieve the right times. A 20% reduction in overall journey time is the
geometry, dedicated high-speed train lines must be built at typical difference between using tilting and conventional
enormous expense, and such lines cannot be used shared passenger trains on the same railway.
conventional freight trains.17 | REGIONAL RAPID RAIL
Bundaberg to Brisbane (Southbound)
Departing Monday Tuesday Thursday Friday Saturday
Tilt Train Tilt Train
Bundaberg 5:15am 5:15am 5:15am 5:15am 5:15am
Howard 6:02am 5:46am 6:02am 5:46am 6:02am
Maryborough West 6:23am 6:01am 6:23am 6:01am 6:23am
Gympie North 7:48am 7:01am 7:48am 7:01am 7:48am
Cooroy 8:37am 7:37am 8:37am 7:37am 8:37am
Nambour 9:18am 7:57am 9:18am 7:57am 9:18am
Landsborough 9:52am 8:32am 9:52am 8:32am 9:52am
Caboolture 10:26am 8:57am 10:26am 8:57am 10:26am
Brisbane (Roma Street) 11:40am 9:50am 11:40am 9:50am 11:40am
Tilting train technology can achieve considerable travel Dual Mode Rolling Stock
time savings. For example, tilt trains between Bundaberg
and Brisbane in Queensland achieve almost two hours The upper North Island rail network is currently electrified in
in time savings compared to conventional trains. The suburban Auckland and between Hamilton and Palmerston
blue boxes are the tilt train times, while the yellow is the North, but is suitable only for diesel trains between south
conventional train.12 The Queensland example is very Auckland and Hamilton, and between Hamilton and
relevant to the New Zealand situation, as it operates on Tauranga. A further complication is that diesel powered
the same 1067mm narrow gauge track, achieving speeds trains can no longer operate in Britomart station in central
of 160km/h in regular service and up to 210km/h13 in test Auckland.15
runs. Similar trains are also operated on the same track
gauge in Japan. These examples demonstrate that tilt train To complete electrification of the network between Auckland
technology is viable for the existing New Zealand network. and Tauranga would cost over $700m.16 However, this cost
can be avoided with technology to allow dual-mode train
The manufacturer of the Auckland EMUs CAF operations. Regional Rapid Rail proposes rolling stock that
(Construcciones y Auxiliar de Ferrocarrilles) can deliver tilt allows operations under both 25kV AC electric power where
train technology with their proven SIBI Active Tilt system, the overhead wires exist, and via onboard diesel generators
which they estimate can reduce travel times by 30%.14 Most where it does not. These systems are commonplace in
other train manufacturers also offer tilt train technologies Europe and Asia where train services extend from electric
with decades of successful revenue service. mainlines into less used branch lines where electrification
would be uneconomic.
By tilting, the train also evens out the force on its wheels
when cornering, and does far less damage to track at Once again CAF and most other manufacturers can deliver
higher speeds than conventional trains. this technology, allowing dual mode diesel and electric with
many different power supplies such as 1500V DC or 25kV AC.17
Apart from the tilting cabin mechanism, tilt trains are
no different to conventional trains and can run on the
same tracks as freight trains, tourist trains and suburban
passenger services
12. Queensland Rail – Tilt Train Timetable, https://www.queenslandrailtravel.com.au/Planyourtrip/timetable
13. World's fastest on narrow tracks, http://www.smh.com.au/news/National/Worlds-fastest-on-narrow-
tracks/2004/11/16/1100574468966.html
14. SIBI – Active Tilt System, http://www.caf.net/en/innovacion-tecnologia/productos-tecnologicos/sibi.php
15. KiwiRail denies ultimatum, http://www.nzherald.co.nz/nz/news/article.cfm?c_id=1andobjectid=11566906
16. Extension of Electrification Benefits and Costs Report to ONTRACK, Murray King and Francis Small, Page 47
17. Civity, http://www.caf.net/en/productos-servicios/familia/civity/18 | REGIONAL RAPID RAIL
REGIONAL RAPID RAIL STAGES
Three stages are proposed for Regional Rapid Rail,
for successive investment and development over time.
The first stage is an interim, to be set up quickly and
inexpensively using existing trains running on the
current network. It is intended to build patronage and
show the viability of regional intercity rail in the short
term while subsequent stages are being procured.
The second stage represents an investment in new
higher speed tilting trains and network upgrades to
create a truly regional network of rapid trains.
The third stage expands this network, extending the
lines across the Waikato and Bay of Plenty, and further
improving train speeds and journey times.19 | REGIONAL RAPID RAIL
STAGE 1
Interim network: getting started
quickly and affordably
Britomart
Newmarket
Ellerslie
Otahuhu
Papakura
Pukekohe
Tuakau
Pokeno
Te Kauwhata
Huntly
Ngaruawahia
Te Rapa
Hamilton Tauranga
Frankton Morrinsville Waharoa Central
CONCEPT
The concept for Stage 1 is to quickly deliver an affordable ‘start up’ intercity service between
Auckland, Hamilton and Tauranga using existing trains from the current fleet, running on the
existing network.
Stage 1 is a short term interim step, with an intended operating life of five years. The main
purpose is to build ridership and confirm the viability of the regional rail concept, in advance of
significant investment in new fleet and infrastructure upgrades (Stage 2).
Stage 1 is based around maximising the usage of three existing Silver Fern train sets that are
currently available, running them from the existing Hamilton station in Frankton to the spare
terminal space at Otahuhu in Auckland, for onward connections to Central Auckland. Apart from
constructing basic rail station platforms at eight locations in the Waikato and Bay of Plenty, no
major capital works or network improvements are proposed for Stage 1.20 | REGIONAL RAPID RAIL
NETWORK AND OPERATING PLAN
While an all-day, seven-days-a-week timetable is proposed, On weekends, a reduced service would operate using only
the focus of Stage 1 is peak-time trips for Hamilton and two trains, to reduce operating costs and allow one train
Waikato residents to access Auckland. set to be taken out of service each weekend for maintenance
and repairs. The weekday timetable would be the same as the
The main route is the Waikato Line, which would run weekday, except with one fewer peak service each way and
between Hamilton and Auckland, serving Hamilton- one less return trip during the middle of the day.
Frankton, Te Rapa, Ngaruawahia, Huntly, Te Kauwhata,
Pokeno, Tuakau, and Otahuhu with peak service and Travel times
regular, if somewhat infrequent, service both ways across
the day. WAIKATO LINE:
• Hamilton to Auckland-Otahuhu and vice versa (five each
Once a day the Bay of Plenty Line would run, with one way per day, including one continuing as a Bay of Plenty
Waikato service extended to run from Auckland to Line service)
Tauranga and return, stopping at Morrinsville and Waharoa • 1 hour 51 minutes each way
(near Matamata) on the way. • + 25 minutes Otahuhu to Britomart using AT Metro
urban trains
The number of towns served is a trade-off between
providing good access to a number of communities and BAY OF PLENTY LINE:
providing relatively fast journeys without too many stops. • Auckland-Otahuhu to Tauranga (one return trip per day,
In stage 1, the focus is on providing regular service to all via Hamilton)
towns likely to generate significant activity. • 3 hours 25 minutes each way
• + 25 minutes Otahuhu to Britomart using AT Metro
Timetable urban trains
Two peak time departures are proposed from Hamilton Train fleet
up to Auckland on weekday mornings, timed to arrive
at Otahuhu at 7:25 am and 8:25 am, to allow arrivals in The train fleet would comprise of three existing RM class
the Auckland City Centre just prior to 8 am and 9 am “Silver Fern” diesel multiple unit railcars, each with capacity
respectively. This is intended to align with the start of for 96 seated passengers.
the working day, university schedules and the opening of
shops. These trains were purpose built for intercity operations and
have toilets and airline style on board passenger facilities.
After the morning peak, both trains would return through They are capable of speeds of over 120km/h. However,
the Waikato to Hamilton, with the earlier departure from they are not permitted to reach this speed on the current
Auckland continuing to Tauranga and back, during which network. They have already had interior refurbishment to
time the latter departure would undertake an additional a high standard for the charter and tourism market. The
middle of the day return trip from Hamilton to Auckland, mechanical refurbishment is proposed to extend their
and back again. operating life for five years of regular service, including a
more extensive overhaul of the third unit to return it to
Both trains would then arrive back at Otahuhu in time operational condition.
to provide two evening peak runs from Auckland back to
Hamilton, departing at 5:35 pm and 6:35 pm respectively.
Stage 1 will include five return trips per day between
Hamilton – Auckland, comprised of:
• Two peak commuter trips from Hamilton to Auckland in
the morning, and from Auckland to Hamilton in the evening
• Three departures through the middle of the day from
Auckland to Hamilton and return, including one that
continues to Tauranga and back.
Figure 6 - NZR RM class (Silver Fern)21 | REGIONAL RAPID RAIL
Two units would be operated in-service each weekday, with the initial service. Frankton has nearby bus connections,
the third kept as a ‘hot spare’ to be put into service in case parking, and a large amount of land where temporary Park
either of the other trains had to be taken out of service due & Ride could be developed cheaply.
to maintenance issues. Keeping one of the three trains in
reserve recognises the fact that the vehicles in question are Outside Auckland and Hamilton, some new and upgraded
over forty years old and are likely to experience reliability stations are required to implement the Stage 1 service.
issues. On the weekends only one train would operate For Stage 1 a very basic level of station development is
each day, allowing the other two to undertake routine proposed to provide the bare minimum required for a
serving and maintenance. functional train stop. In each case, only a single short
platform, a simple bus-stop style canopy shelter with bench
If the Silver Ferns were not feasible, then investigations seats, and a light pole would be delivered. In most cases,
could be done into upgrading ADL Class DMU’s, or SA set this involves building new platforms at former station
carriages for intercity travel. The latter would also require sites. However, some places would require an entirely new
the leasing of a locomotive. station location.
The other option is to procure new rolling stock such as • Existing stations utilised without change: Auckland-
what is proposed for Stage 2 straight away running the Otahuhu, Pukekohe, Huntly, Hamilton-Frankton;
Stage 1 pattern. • New platforms required at former station sites: Tuakau,
Pokeno, Te Kauwhata, Ngaruawahia, Morrinsville;
Stations • Entirely new stations required: Te Rapa, Waharoa,
Tauranga Waterfront;
Within Auckland, the choice of rail terminal is limited in
the immediate future by congestion on the core parts of Infrastructure Development
the city’s suburban train system. While Britomart station
in downtown central Auckland is the logical terminal Stage 1 uses existing railway track and signal infrastructure
point, it is already operating at maximum capacity, and only, with no changes or improvements proposed.
no additional trains can run there until the City Rail Link Nonetheless, it is assumed that the first section of the third
extension is opened (circa 2023). Furthermore, since the main in South Auckland is operational to allow the Stage 1
station was electrified Britomart no longer supports diesel intercity trains to access Otahuhu station without delaying
powered trains. local passenger and freight trains. The Government has
recently announced the funding of the third main as well as
Instead, Otahuhu was selected as the next best terminus an extension of the electrification to Pukekohe as part of a
for Stage 1. Otahuhu has a spare platform available for recent Commuter Rail Package.18
intercity trains, and it is the station closest to Central
Auckland that is served by both the Southern and Eastern Depot and operations
Lines of the suburban train network. Both suburban lines
calling at this station means there is a departure every The trains would be based at the rail yards at Te Rapa,
five minutes for onward trips to Britomart Station in Central Hamilton. They would receive basic fuelling, cleaning and
Auckland, with a travel time of 25 minutes. Otahuhu also servicing there, primarily overnight.
provides direct connections to other key destinations on
the rail network such as Newmarket, Ellerslie, Manukau and While the facilities at Otahuhu are well equipped to service
Middlemore Hospital. It is close to the proposed stabling area the trains, basing them in Auckland would require very
and has connections to the southern new network. early morning delivery runs to collect the first passengers
in Hamilton for the morning peak, and require returning
The Strand (old Auckland Station) was considered, as this is the trains from Hamilton back to Auckland after the
the current terminal for tourist trains in Auckland. However, evening peak. Avoiding this ‘dead running’ by basing
this station is not currently suitable for an intercity commuter the trains in Hamilton greatly improves the operational
service, as it is somewhat remote and inaccessible from the performance and cost recovery. A Hamilton base also
city centre, and it does not connect to any of the suburban contributes to the regional development aspect of the RRR
passenger lines or bus routes for onward connection. proposal, by supporting maintenance and servicing jobs for
Newmarket station was also discounted due to capacity the rail hub outside of Auckland.
constraints at the platforms and junction.
More significant servicing and maintenance tasks would
In Hamilton, the existing Frankton rail station would be undertaken over the weekend. Each weekend two units
be used for Stage 1. While this has a less than ideal could be rotated out of service while the remaining one
location approximately 1.5km west of central Hamilton, continues to provide the reduced weekend timetable.
it is a currently operational train station with all the Periodic heavy engineering work may be undertaken in
infrastructure and passenger facilities required to support Auckland at this time.
18. $267 million investment in commuter rail, https://www.national.org.nz/_267_million_investment_in_commuter_rail22 | REGIONAL RAPID RAIL
COSTS, REVENUE, Ridership
RIDERSHIP AND SUBSIDY Stage 1 could generate potentially 350,000 boardings per
annum if implemented in the near future.
The capital development budget for Stage 1 is estimated
at $9.6m, primarily to construct or rebuild basic platforms This would represent around 500 return passengers per
and shelters at former and railway station sites, and weekday, with an average trip length of 75km, and an
refurbishing the trains. average train occupancy of 60% across the day. This high
level of occupancy is due to the relatively large proportion
Net operating subsidy (operating costs less fare revenue) is of peak service, in combination with the expected
estimated as $1.95m per annum, for five years. attractiveness of the one Tauranga service.
Given the proposed five-year lifespan of the Stage 1 proof- These estimates would translate into around 28 million
of-concept network, this indicates a total fiscal package of passenger-kilometres per annum.
an estimated $20m for the five year trial period.
Revenue and Subsidy
Capex costs
Given the above scenario, predicted stage 1 fare revenue
A capital investment of approx. $3.5m has been allocated would amount to around $4m per year, assuming an
to refurbishing the three Silver Fern rail cars. This includes average revenue figure of $0.15 per passenger-kilometre.
mechanical refurbishment of all three units at around $1m This is equivalent to a nominal fare of $20 for a one-way
each and interior overhaul of one un-refurbished unit at an trip between Hamilton and Auckland, and $35 between
estimated $0.5m. Tauranga and Auckland.
Stage 1 includes basic platform infrastructure at eight Comparing predicted operating costs to estimate revenue
new re-instated stations, and minor refurbishment of the shows a net subsidy for stage 1 of approx. $2m per
existing Huntly station, with a total estimated cost of $6.5m annum, with a potential farebox recovery ratio of 68%.
for station, works. This ratio is above the 50% recommended by NZTA as part
of its National Farebox Recovery Policy.19 This equates to
No other significant capital development of network a net subsidy of around $5.20 per passenger, or 7c per
infrastructure is proposed for stage 1. passenger-kilometre.
Operating costs
CONCLUSION
The total cost to operate the stage 1 network is estimated
at approximately $6m per year. Stage 1 is a short-term proof of concept for Regional Rapid
Rail using a small number of existing trains running on
The Stage 1 schedule requires the operation of existing tracks. It requires an estimated $10m of capital
approximately 484,000 service-kilometres and 7,260 funding up front and $2m subsidy per year, for five years,
service-hours per annum. This level of service requires four to deliver a basic but functional intercity rail service to ten
full-time crews to operate, allowing for annual leave, sick towns and cities across the Waikato and Bay of Plenty.
leave and other entitlements. Each crew would comprise
one train driver in the cab, and one customer services This low-capital approach permits a service to be put into
manager in the passenger cabin. action quickly and inexpensively, building up patronage
and allowing the development of Waikato towns to be
Network access charges have been estimated at $4.50 per accelerated and the confidence to prepare urban planning
service-kilometre, and vehicle operating costs at $6.00 per strategies that take both rail and road transport into
service-kilometre. account. The five-year trial period allows sufficient time
for people to respond to changes in where and how they
The following annual estimated operating costs have been live and work, without committing the government to
included in the total figure: high levels of expenditure or a long-term development
programme in advance.
• Train crew: $680,000
• Management and marketing: $168,000 The trial period should demonstrate the viability of intercity
• Fuel and vehicle and operating expenses: $2,900,000 rail between Auckland, the Waikato and the Bay of Plenty,
• Network access charges: $2,180,000 and justify the further capital expenditure to improve service
• Depot operations: $200,000 levels, capacity, operational efficiency and cost recovery.
19. National Farebox Recovery Policy,
https://www.nzta.govt.nz/assets/resources/national-farebox-recovery-policy/docs/national-farebox-recovery-policy.pdf23 | REGIONAL RAPID RAIL
STAGE 1 MAP
A1 A2 A3 A4 A5 A6 A7 A8 A9 A10
B1
Britomart
C1
Newmarket
Ellerslie
Otahuhu
D1
Papakura
Pukekohe
E1 Tuakau
Pokeno
Te Kauwhata
F1
Huntly
Ngaruawahia
G1
Te Rapa
Hamilton Tauranga
Frankton Morrinsville Waharoa Central
H1
I1
J1
K1
L1
M1
W Waikato line Southern line (Auckland suburban)
B Bay of Plenty line Other rapid transit connections
K King Country line Daily or twice-daily serivce only Regional Rapid Rail
G Geyserland line International airport
A regional network of rapid intercity rail lines to connect the peoples and economies of the upper North Island.
Developed by Greater Auckland.24 | REGIONAL RAPID RAIL
STAGE 2
Building a True Rapid Rail Network:
Investment in Efficiency and Performance
CONCEPT
The strategic concept for Regional Rapid Rail Stage 2 is to invest in new higher-speed tilting
trains and supporting track upgrades to achieve the maximum utilisation of the existing
upper North Island rail network for intercity passenger services.
Building off the Stage 1 proof-of-concept trial, Stage 2 represents a significant investment
programme to significantly improve train speeds, capacity and operational performance and
achieve a step-change in ridership. Many of these improvements for higher speed passenger
trains would also benefit freight operations.25 | REGIONAL RAPID RAIL
NETWORK AND OPERATING PLAN
A network of three integrated lines is proposed for Stage Timetable
2, providing fast and regular bi-directional services all-day,
seven days a week. In addition to providing significant Each station on the RRR network would have a minimum
commuter capacity at peak times, the focus of Stage 2 service of one train per hour each way, all day, seven days
is to provide a regular and reliable timetable across the a week, and two trains an hour in the peak direction during
network, all day, seven days a week. This is to allow the the morning and evening peak periods on weekdays. For
network to be used for a range of purposes and trip types ease of use, departures under the all-day network would
and to give customers the flexibility to travel where and be ‘clock face’, leaving on a regular schedule at the same
when they choose. time each hour.
Two regular all-day intercity rail lines and one peak-only Between Hamilton and Auckland and at all stops in
service form the core of the Stage 2 network: between, the combination of lines would result in two
trains per hour all day, with the lines timetabled to provide
• The Bay of Plenty Line, running a regular timetable an even 30-minute headway. Furthermore, at peak times
both ways all-day between Tauranga and Auckland via the combined frequency of all lines would be four trains
Waharoa, Morrinsville, Hamilton and the towns of the an hour in the peak direction, with 15-minute headways
northern Waikato. between Hamilton and Auckland for two hours on weekday
mornings, and the same from Auckland to Hamilton on
• The King Country Line, running a regular timetable weekday evenings.
both ways all-day between Te Kuiti and Auckland via
Waitomo (Hangatiki junction), Otorohanga and Te The network would operate seven days a week, for fifteen
Awamutu, then calling at Hamilton and the towns of the hours per day, from first departures at approximately 6:00
northern Waikato. am to the last arrivals around 9:00 pm.
• The Waikato line becomes a peak-only service under Additional late-night services could also be operated on
Stage 2. This provides additional peak capacity between Friday and Saturday nights, for example through midnight
Hamilton and Auckland at weekday commuter times but or later; or to serve special events, concerts or sporting
is not required across the day or on weekends as the fixtures. However, these extra services have not been
north Waikato section is well served by the combination included in the Stage 2 OPEX costing, as they would likely
of the two main lines. be funded separately.
The Stage 2 network services a range of trip types and Travel times
customer markets.
WAIKATO LINE:
As well as providing rapid connections between the main • New Hamilton Central Station to Downtown Auckland
centres of Auckland, Hamilton and Tauranga; the network (Britomart)
provides regular service from the towns of the Waikato, • 1 hour 30 minutes each way
Bay of Plenty and King Country to the Auckland metropolis. • Two peak direction departures per hour at peak times
In addition, the two main routes would also function as on weekdays, as overlay capacity for the Bay of Plenty
local commuter rail services to Hamilton and Tauranga, and King Country Lines.
providing for quick commutes from Te Awamutu to
Hamilton or Morrinsville to Tauranga, for example. BAY OF PLENTY LINE:
• Tauranga Central Station to Downtown Auckland
Furthermore, as the lines double up between Hamilton (Britomart), via Hamilton
and Auckland, the network provides double the capacity • 2 hours 30 minutes each way
and service frequency in that section. This provides fast • One departure per hour all day, each way
trips, short waiting times and abundant connectivity at all
times to Auckland from its southern hinterland, where the KING COUNTRY LINE:
network would function similar to a suburban rail service • Te Kuiti to Downtown Auckland (Britomart), via Hamilton
• 2 hours 15 minutes each way
• One departure per hour all day, each wayYou can also read
